EP0058619A1 - Viertaktbrennkraftmaschine geeignet für zeitweilige Überleistung - Google Patents

Viertaktbrennkraftmaschine geeignet für zeitweilige Überleistung Download PDF

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Publication number
EP0058619A1
EP0058619A1 EP82400254A EP82400254A EP0058619A1 EP 0058619 A1 EP0058619 A1 EP 0058619A1 EP 82400254 A EP82400254 A EP 82400254A EP 82400254 A EP82400254 A EP 82400254A EP 0058619 A1 EP0058619 A1 EP 0058619A1
Authority
EP
European Patent Office
Prior art keywords
engine
stroke
computer
piston
assembly according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP82400254A
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English (en)
French (fr)
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EP0058619B1 (de
Inventor
Jean-Louis Chareire
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Group SAS
Original Assignee
Airbus Group SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Group SAS filed Critical Airbus Group SAS
Publication of EP0058619A1 publication Critical patent/EP0058619A1/de
Application granted granted Critical
Publication of EP0058619B1 publication Critical patent/EP0058619B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a low-consumption heat engine supplied with air and any conventional fuel: petrol, diesel, alcohol, etc., and intended in particular for the propulsion of a vehicle.
  • the present invention is part of a vehicle whose all mechanical functions are managed by a suitably programmed computer.
  • the invention relates more precisely to point b) above.
  • the object of the present invention is therefore to allow, while having an engine operating point very close to the curve (K) of minimum specific consumption of the engine, to nevertheless have a large reserve of power available instantly.
  • the assembly of a heat engine provided with intake and exhaust valves and a control system of said engine comprising a computer which regulates the opening and closing of said valves and which requires said engine to operate close to that corresponding to the minimum specific fuel consumption is remarkable in that said engine is essentially of the four-cycle type, in that said system includes means capable of detecting the overloads of the engine and of means capable of exceptionally operating the engine according to a two-stroke cycle, the latter means being actuated by said detection means when the detected overload exceeds a predetermined threshold so that the engine then switches to two-stroke operation , the four-stroke operation being restored as soon as the overload has disappeared.
  • Such overload detection means can be of any known type, for example, in automatic gear change devices.
  • the nominal cycle of the engine is four-stroke, which leads to good efficiency and low pollution (especially by oil).
  • the cycle goes through two stages and an additional supercharging can possibly be added by switching on a compressor, preferably electric.
  • the power can be multiplied by two to three according to the rate of supercharging.
  • the combustion chamber of the engine is similar in all respects to that of an ordinary four-stroke engine.
  • the intake and exhaust valves are controlled individually by the computer by means of a hydro-electromagnetic system, for example.
  • the lower part of the engine can however be similar to that of a conventional two-stroke engine, except as regards the opening ("light”) and the exhaust channel which are eliminated.
  • the compressor can, in a variant of the invention, be placed so as to operate indifferently for the supercharging of the engine operating in two-stroke or four-stroke.
  • the low intake manifold to the housing
  • the low intake manifold will be closed by a solenoid valve when the engine is running in four stages.
  • the solenoid valves of the transfer channels are closed and the compressor is stopped (or the solenoid valve of the intake channel to the crankcase is closed if the compressor is common to the high and low intake, or if there is no compressor).
  • the intake takes place in the lower casing by switching on the compressor and (possibly) opening the solenoid valve of the lower intake channel.
  • the cylinder intake valve remains constantly closed.
  • the solenoid valves of the transfer channels are constantly open and, finally, the exhaust valve receives from the computer the order of operation according to a two-stroke cycle (one opening per revolution with advance relative to the arrival of the piston in neutral. low). If there is no compressor, the computer gives the order to open the lower intake channel.
  • Lubrication is therefore ensured by circulation of oil in the crankshaft, the connecting rod and the piston.
  • the oil in just sufficient quantity, is distributed at the bottom of the groove of the lower segment of the piston, the latter having an upper scraper segment.
  • Oil recovery takes place at the bottom of the crankcase using a recovery device of the known type "dry sump".
  • the oil drain hole is chosen small enough not to disturb the two-stage operation.
  • the engine only consumes oil (in a quantity limited to the maximum) during its two-stage operation.
  • the engine no longer uses its casing to promote the filling of the cylinder in two-stroke operation.
  • the low intake pipe opens directly into the cylinder at bottom dead center, at the level of which, in an ordinary two-stroke engine, the transfer channels (removed in this case) open; it is the compressor which then alone performs all the filling work of the cylinder, the engine casing no longer having a role to play in filling.
  • Conventional oil spray lubrication can be used as in an ordinary four-stroke engine.
  • FIG. 2 represents an embodiment according to which the operation in two stages implements a transfer of the gases by the casing.
  • FIG. 3 represents an embodiment according to which two-stage operation takes place without gas transfer.
  • FIG. 4 shows an embodiment according to which variable supercharging is carried out both during two-stroke operation and during four-stroke operation.
  • FIG. 2 The embodiment of the engine according to the invention, illustrated by FIG. 2 comprises a cylinder 1 secured to a casing 2.
  • a piston 3 slides alternately in the cylinder 1 between the bottom position (bottom dead center) shown and the top position (top dead center) indicated by dotted lines.
  • the piston 3 is connected by a connecting rod 4 to a conventional crankshaft 5 rotating around the axis 6.
  • the height of the piston 3 is at least equal to its stroke, so, as will be seen later, to close the orifice 20 in the low position and discover it in the high position.
  • One or more transfer channels 7 connect the casing 2 to one or more openings or "lights" 7a located on the wall of the cylinder 1 immediately above the piston 2 when the latter is in bottom dead center.
  • the top of the cylinder 1, or cylinder head comprises an intake manifold 10 connected to a carburetor device 11, in the case where the engine according to the invention does not use direct fuel injection, this fuel 11 being supplied in the air by a pipe 12.
  • the orifice through which the tubing 10 opens into the cylinder head is controlled by an intake valve 13, preferably controlled by an electromagnetic-hydraulic device 14 itself controlled by said computer and connected thereto by a connection. 14a.
  • the cylinder head also comprises an exhaust pipe 17 whose orifice in said cylinder head is controlled by an exhaust valve 15 preferably controlled by an electromagnetic-hydraulic device 16, itself controlled by said computer and connected thereto by a connection 16a.
  • an exhaust valve 15 preferably controlled by an electromagnetic-hydraulic device 16, itself controlled by said computer and connected thereto by a connection 16a.
  • the spark plug 18 is replaced by a glow plug and possibly an injector, for example a diesel injector (operation in "diesel").
  • an injector for example a diesel injector (operation in "diesel").
  • the carburetor device 11 is eliminated.
  • the tubing 10 comprises a bypass channel 19 which connects it to the cylinder 1 by means of a "light" 20 placed in the wall thereof, immediately below piston 3 when it is in top dead center (but closed by said piston in bottom dead center), and by means of either a compressor or a solenoid valve, represented at 21.
  • the compressor 21 behaves at shutdown like a solenoid valve and closes channel 19 in this case. It is preferably activated by an electric motor controlled by said computer to which it is connected by a connection 21a. It can also be actuated by the motor shaft using an electromagnetic clutch.
  • the compressor 21 Depending on its speed, the compressor 21 provides an absolute pressure of 1 to 4 bar at its output and is only activated when the engine is operating in a two-stroke cycle. Likewise, when it is replaced by a simple solenoid valve, it is only activated on opening for two-stroke operation. '
  • crankcase 2 The bottom of the crankcase 2 is connected by an orifice 22 to a known oil recovery device 23 of the "dry crankcase” type which discharges the oil from the crankcase to a reservoir via a conduit 24.
  • the carburetor 11 is controlled by an electromechanical device which receives its orders from the computer (link 11a).
  • the acceleration order given by the driver therefore does not translate into a proportional increase in the gas flow rate.
  • the adjustment of this flow rate takes into account the engine speed, the power required, the operating cycle (two or four stroke), the speed of the supercharger and the tendency for the phenomenon of knocking to appear. These various elements (as well as others if necessary) are taken care of without difficulty by the calculator software.
  • the driver's order is transmitted to the computer using a pedal 27 activating a position transmitter 28.
  • the computer controls engine operation according to a four-stroke cycle following the curve (K) of minimum consumption.
  • the fuel supply is through the pipe 10 and the valve 13, and the exhaust gases through the valve 15 and the pipe 17; in addition, the pipe 19 is closed by the compressor 21 and the same is true of the transfer channels 7 by the valves 8.
  • the computer immediately imposes two-cycle cycle operation as well as partial supercharging.
  • the supercharging rate linked to the speed of the compressor will be determined by the computer, which will take into account, on the one hand the need to meet the driver's desire to provide sufficient instantaneous power, on the other hand the need to limit filling of the motor to a value not likely to cause the harmful phenomenon of rattling.
  • a (known) knock sensor will therefore be used and its indications will be used by the computer to determine the maximum instantaneous boost rate as well as the appropriate ignition advance.
  • the computer provides the indications for return from the four-stroke cycle without supercharging.
  • the computer takes into account, in particular, the indication provided by the driver on the accelerator pedal and also in particular a measured value of the engine torque.
  • FIGS 3 and 4 show alternative embodiments in which the two-stroke cycle is obtained without precompression in the casing 2 and without transfer of the fuel mixture or air.
  • the transfer channels 7, the solenoid valve 9 and the device 23 are also deleted. Lubrication is conventionally ensured by spraying oil.
  • the compressor 21 is necessarily used and activated as previously, but the channel 19 connects the output of said compressor to cylinder 1 via an orifice 20 located in its wall immediately above the piston 3 when the latter is in bottom dead center.
  • the gas inlet pressure into the cylinder is only supplied by the compressor 21.
  • a solenoid valve such as 8,9,9a in the vicinity of the orifice 20 in the cylinder 1, the latter closing off the channel 19 during the operating phases of said engine according to a four-cycle time.
  • FIG. 4 shows an embodiment of the invention according to which a variable supercharging is carried out both according to the two-stroke cycle and according to the four-stroke cycle.
  • the two-cycle power supply can be done with or without transfer by the casing 2. It is shown here without transfer.
  • the channel 19 directly joins the intake manifold 10, the compressor 21 being placed between the connector 10 and 19 and the carburetor device 11, if the latter is used.
  • a solenoid valve 26 closes the channel 19 near the cylinder 1 using a valve 25 during the operating phases according to a four-stroke cycle. This solenoid valve 26 is controlled by the computer and connected to the latter by a connection 26a.
  • compressor speed 21 is not a direct function of engine speed.
  • the compressor 21 is driven either by a variable speed electric motor determined for example by said computer, or by the motor shaft via a controlled speed variator or by said computer, either by a mechanical or electromechanical device taking into account the position of the accelerator and the load of the engine.
  • the engine according to the invention when the engine according to the invention operates on a four-stroke cycle, that it is at the limit of its maximum power with a substantially -normal supply, and that a small additional power is requested it is possible supercharging the engine, which may be better than switching to two-stroke cycle operation.
  • This variation in supply at substantially constant speed also ensures a solution of continuity during four-stroke - two-stroke operation passages which can be separated by a supercharged four-stroke phase.
  • Supercharging is also useful during a two-stroke operating phase, when the load increases and the engine supplies its maximum power with normal supply.
  • This supply variation makes it possible to linearize the engine power curve over a reduced range of revs, which makes it possible to optimize its fuel consumption.
  • the engine according to the invention can provide a large range of torques.
  • the compressor When the transfer of gases through the casing is not used for two-stage operation, it is advantageous for the compressor to rotate, for example 1.5 to 2 times faster during such an operating phase compared to an operating phase. at . four stroke, this one in this case to provide the filling pressure of the cylinder alone.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)
EP82400254A 1981-02-18 1982-02-12 Viertaktbrennkraftmaschine geeignet für zeitweilige Überleistung Expired EP0058619B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8103201 1981-02-18
FR8103201A FR2500063A1 (fr) 1981-02-18 1981-02-18 Moteur thermique a quatre temps susceptible de surpuissance temporaire

Publications (2)

Publication Number Publication Date
EP0058619A1 true EP0058619A1 (de) 1982-08-25
EP0058619B1 EP0058619B1 (de) 1984-10-03

Family

ID=9255355

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82400254A Expired EP0058619B1 (de) 1981-02-18 1982-02-12 Viertaktbrennkraftmaschine geeignet für zeitweilige Überleistung

Country Status (5)

Country Link
US (1) US4392459A (de)
EP (1) EP0058619B1 (de)
JP (1) JPS57153927A (de)
DE (1) DE3260857D1 (de)
FR (1) FR2500063A1 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0396325A1 (de) * 1989-04-26 1990-11-07 Isuzu Ceramics Research Institute Co., Ltd. Verbrennungsmotor mit variablem Zyklus
EP0397359A2 (de) * 1989-05-09 1990-11-14 Isuzu Motors Limited Brennkraftmaschine mit variablem Zyklus
EP0397521A1 (de) * 1989-05-11 1990-11-14 Isuzu Ceramics Research Institute Co., Ltd. Steuerungssystem für den Motorzyklus
EP0433039A1 (de) * 1989-12-12 1991-06-19 Isuzu Ceramics Research Institute Co., Ltd. Verbrennungsmotor mit variablem Zyklus
FR2758857A1 (fr) * 1997-01-27 1998-07-31 Aisin Seiki Dispositif de commande de soupape pour un moteur a combustion interne

Families Citing this family (32)

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DE3401362C3 (de) * 1983-02-04 1998-03-26 Fev Motorentech Gmbh Verfahren zur Steuerung von Viertakt-Kolbenbrennkraftmaschinen
US4572114A (en) * 1984-06-01 1986-02-25 The Jacobs Manufacturing Company Process and apparatus for compression release engine retarding producing two compression release events per cylinder per engine cycle
US4827882A (en) * 1985-07-16 1989-05-09 Paul Marius A Internal regenerative combustion engines with thermal integrated optimized system
US4592319A (en) * 1985-08-09 1986-06-03 The Jacobs Manufacturing Company Engine retarding method and apparatus
US4843821A (en) * 1987-12-14 1989-07-04 Paul Marius A Multicylinder compound engine
US4964275A (en) * 1987-12-14 1990-10-23 Paul Marius A Multicylinder compound engine
JPH01305129A (ja) * 1988-06-02 1989-12-08 Nissan Motor Co Ltd 内燃機関
US5123397A (en) * 1988-07-29 1992-06-23 North American Philips Corporation Vehicle management computer
US4945870A (en) * 1988-07-29 1990-08-07 Magnavox Government And Industrial Electronics Company Vehicle management computer
US4907544A (en) * 1989-04-06 1990-03-13 Southwest Research Institute Turbocharged two-stroke internal combustion engine with four-stroke capability
JP2711563B2 (ja) * 1989-04-26 1998-02-10 株式会社いすゞセラミックス研究所 サイクル数可変エンジン
US5083533A (en) * 1989-11-09 1992-01-28 North American Philips Corporation Two-stroke-cycle engine with variable valve timing
US5131354A (en) * 1989-11-09 1992-07-21 North American Philips Corporation Method of operating a two-stroke-cycle engine with variable valve timing in a four-stroke-cycle mode
DE69105421T2 (de) * 1990-09-10 1995-06-08 Isuzu Ceramics Res Inst Brennkraftmaschine, die wahlweise im Zweitakt- oder Viertakt-Modus arbeiten kann.
JP2849951B2 (ja) * 1990-12-26 1999-01-27 株式会社いすゞセラミックス研究所 ２−４サイクル切換エンジンの制御装置
US5205152A (en) * 1991-02-19 1993-04-27 Caterpillar Inc. Engine operation and testing using fully flexible valve and injection events
EP0578637B1 (de) * 1991-03-16 1995-02-08 BLACKBURN, Anthony Edgar Arbeitstakte einer kolbenbrennkraftmaschine
US5154141A (en) * 1991-11-20 1992-10-13 Mcwhorter Edward M Dual cycle engine process
US5201296A (en) * 1992-03-30 1993-04-13 Caterpillar Inc. Control system for an internal combustion engine
US5517951A (en) * 1994-12-02 1996-05-21 Paul; Marius A. Two stroke/four stroke engine
US5619965A (en) * 1995-03-24 1997-04-15 Diesel Engine Retarders, Inc. Camless engines with compression release braking
SE521741C2 (sv) 1999-06-24 2003-12-02 Volvo Personvagnar Ab Metod för att styra en flertaktsmotor
DE10004528A1 (de) * 2000-02-02 2001-08-09 Volkswagen Ag Wahlweise mit 4-Takt-Betrieb oder 2-Takt-Betrieb betreibbare Brennkraftmaschine
AU2001233343A1 (en) * 2000-12-21 2002-07-01 Zoran Jovanovic Engine convertible from two-stroke to four-stroke
JP2002256911A (ja) * 2001-02-23 2002-09-11 Fuji Heavy Ind Ltd エンジンの燃焼制御装置
GB2373020A (en) * 2001-03-08 2002-09-11 Ford Global Tech Inc Dual-mode engine with controlled auto-ignition
JP4066851B2 (ja) * 2003-03-03 2008-03-26 トヨタ自動車株式会社 可変サイクルエンジンおよび運転モードの切り替え方法
US20060048981A1 (en) * 2004-08-23 2006-03-09 Bychkovski Vitali N High output and efficiency internal combustion engine
BE1018159A5 (fr) * 2008-05-23 2010-06-01 Gerhard Schmitz Moteur a combustion interne suralimente par turbo-compresseur.
US7997237B2 (en) 2008-09-10 2011-08-16 Ford Global Technologies, Llc Multi-stroke internal combustion engine
US8439002B2 (en) * 2009-05-28 2013-05-14 Ford Global Technologies, Llc Methods and systems for engine control
US8109092B2 (en) 2009-05-28 2012-02-07 Ford Global Technologies, Llc Methods and systems for engine control

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DE544741C (de) * 1929-10-17 1932-02-22 Herbert Haentzschel Umsteuerung fuer Brennkraftmaschinen, die im Viertakt oder im Zweitakt arbeiten
US4009695A (en) * 1972-11-14 1977-03-01 Ule Louis A Programmed valve system for internal combustion engine

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Publication number Priority date Publication date Assignee Title
DE420113C (de) * 1922-06-25 1925-02-11 Senkra G M B H Auto Reparaturw Regelungsvorrichtung fuer Verbrennungskraftmaschinen
DE544741C (de) * 1929-10-17 1932-02-22 Herbert Haentzschel Umsteuerung fuer Brennkraftmaschinen, die im Viertakt oder im Zweitakt arbeiten
US4009695A (en) * 1972-11-14 1977-03-01 Ule Louis A Programmed valve system for internal combustion engine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0396325A1 (de) * 1989-04-26 1990-11-07 Isuzu Ceramics Research Institute Co., Ltd. Verbrennungsmotor mit variablem Zyklus
EP0397359A2 (de) * 1989-05-09 1990-11-14 Isuzu Motors Limited Brennkraftmaschine mit variablem Zyklus
EP0397359A3 (de) * 1989-05-09 1991-01-23 Isuzu Motors Limited Brennkraftmaschine mit variablem Zyklus
EP0397521A1 (de) * 1989-05-11 1990-11-14 Isuzu Ceramics Research Institute Co., Ltd. Steuerungssystem für den Motorzyklus
EP0433039A1 (de) * 1989-12-12 1991-06-19 Isuzu Ceramics Research Institute Co., Ltd. Verbrennungsmotor mit variablem Zyklus
US5113805A (en) * 1989-12-12 1992-05-19 Isuzu Ceramics Research Institute Co., Ltd. Variable-cycle engine
FR2758857A1 (fr) * 1997-01-27 1998-07-31 Aisin Seiki Dispositif de commande de soupape pour un moteur a combustion interne

Also Published As

Publication number Publication date
FR2500063A1 (fr) 1982-08-20
DE3260857D1 (en) 1984-11-08
EP0058619B1 (de) 1984-10-03
FR2500063B1 (de) 1983-03-25
US4392459A (en) 1983-07-12
JPS57153927A (en) 1982-09-22

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